Winch



4' April 29,1941 N. P. LARsEN r- TAL 2,239,822

-fwINcH Original/Filed Feb. 16, 1938 2 Sheets-Sheet 1 April 29, 1941. NP. LRSEN fr AL 2,239,822

` WINCH original Filed Feb. 1 6, 195s 2 sheets-sheet 2 Patented Apr. 29,1941 WINCH Neil P. Larsen and Herman J. 'Iro che, Cleveland,

Ohio, assignors to The American Coach & Body Company, Cleveland, Ohio, acorporation of Ohio Original application February 16, 1938, Serial No.

190,760. Divided and this application February 28, 1940, Serial No.321,234

` Claims.

in which the winch is controlled from the Vehicle cab should have asuficiently simple winch control arrangement so that the operator willnot require any great amount of training in the operation of hoists,beyond what would be-expected of him as a vehicle operator.

Another problem is presentedV by the utilization of the vehicle motor asa source of power for the winch. In such instances, the winch must bereadily connected and disconnected from. the vehicle motor and yet be soarranged as not to be accidentally disconnected from the power sourcewhen lifting a. load, as in the erection of telephone or light wirepoles, for the reason that a disconnection at an inopportune time cancause great personal and property damage. Likewise, the arrangement mustbe such that if the motor vehicle clutch is accidentally operated whilethe winch is lifting a load, such load will not be dropped therebyApreventing personal and property damage which otherwise might occur.

Another object is to provide a winch equipped motor vehicle with anarrangement adapted to be operated by power supplied from the vehicleengine (as by engine vacuum) in order to disengage the winch windingdruml from its source of power, as for instance the vehicle engine.

A further object is to provide a winch with an improved anti-reversebrake, which will operate to prevent unreeling of winch cable wheneverthe drum is disconnected from its source of power, as, for instance, byinadvertent actua- ,tion of the motor clutch.

Other objects and features of the invention will become apparent fromthe following description relating to theaccompanying drawings, showingthe preferred form. The essential characteristics are summarized in theclaims.

. Referring to the drawings; Fig. 1 is a side elevation of a winchequipped motor vehicle, partly broken away to show the winch; Fig. 2 isa fragmentary plan view, in a larger scale, of the winch mechanism andits supporting framework; Fig. 3 is a sectional view, in a verticalplane, taken substantially along the line 3-3 on Fig. 1; Fig. 4

is a detail view thereof, as indicated bythe line 4 4 on Fig. 3; Fig. 5is a sectional view through of an automatic anti-reverse brake, asindicated upright hanger brackets I5 3 as being secured to respectiveframe members l.

winch mechanism,V are by the line 6-6 on Fig. 5; and Fig. 7 is asectional detail View as indicated by the line l--l on Fig. 3. AReferring to Fig. 1, the winch equipped vehicle shown is of theautomotive type, having an internal combustion motor I, which isdrivingly connected to a change-speed mechanism 2 by the usual motorclutch 3 arranged to be disengaged by the depression of an operatingpedal 4 in the usual manner. The usual driving connections are providedincluding'a propeller shaft 5 leading from the change-speed mechanism toa set .of traction wheels 6. The chassis includes the usual longitudinalframe members 1, portions of which are shown in Figs. 1 and 3. A driverscab is indicated at 8, and a covered load-carrying body at 9 designed,for example, for carrying tools and materials incident to installing andservicing of poles, etc. for electric transmission lines.

The winch mechanism indicated generally at I0, is shown as locatedwithin the forward portion of the body 9, behind the drivers cab, and isprovided with a winding drum II having a cable I2 extending rearwardlyas over a guiding sheave I3 supported at the upper rear portion o1' thebody.

The main frameworkfoi' the winch includes two shown in Figs. 1 and 'Iheupper portions of the hanger brackets I5 both forwardly and rearwardlyof the provided with seats I6. Secured in these seats I6, as by U-boltsI 1 are cross-frame bars I8.

The winding drum I I is borne by a heavy crossshaft 20, which issupported partly by a wormgear housing 2| and partly by a Vverticallyand horizontally iianged beam 22, the housing and beam each beinganchored to the cross-frame bars I 8. The housing 2| and the beam 22 areprovided with seats 23 which snugly embrace adjacent surfaces of thecross-frame bars and are secured thereto by U-bolts 24.

The housing 2|V (see Fig. 3) has a hollow enlarged and circular centralportion 30, closed at one side by a detachable wall 3|. of the housingmembers have bosses 32 providing bearings for the shaft 20. The housing2| may have an adjustablestabilizing connection with one of the hangerbrackets I5; such being shown Opposite walls in Fig. 3 as a stud 35threaded into a boss 33 on the housing. The stud has a threaded portionextending through the verticalfweb of a hanger bracket I and secured inLposition by adjusting and securing nuts 38.

For driving the winch drum an auxiliary or power take-oil' transmission40 of suitable type (shown in dotted lines, Fig. 1) may be arrangedadjacent to and drivingly connected to the main transmission mechanism 2of the vehicle power unit. in the usual manner. This auxiliarytransmission has a control lever 4| and a tail shaft 42. The tail shafthas a universal connection of suitable form with a shaft 43, therearward end of which as illustrated lin Fig. 5, is connected by auniversal joint 44 with the forwardly extending end of a worm-shaft 46,having a worm 41 thereon. The worm meshes with a worm wheel 48, which,as shown in Fig. 3, is drivingly keyed to the shaft as at 49. a

The auxiliary transmission includes suitable reverse gearing controlledby the lever 4|, so that the winding drum can be driven selectively topull in, or payout, cable attached to it.

The worm-shaft 48, as shown in Fig. 5, has reduced end portionssupported in anti-friction bearings 50 of the end thrust type. Thebearings are supported in removable caps 5| and 52, bolted to the lowerside walls of the housing 2|. The bearing supporting cap member 52, atthe right in Fig. 5, has a hollow enlarged extension 58 thereon, adaptedto serve as a housing for an automatic reverse-preventing brakemechanism for the wormshaft, the details and functions of which will befully described below. This can have control connections with theauxiliary transmission so that when it is necessary to drive the windingdrum in the direction to pay out cable, the automatic brake will berendered inoperative. 'I'he outer end of the brake casing 53 has adetachable plate 55 closing it.

The driving connections between the winding drum and the worm gearmechanism are arranged as follows: The drum is loose on the shaft 2l,being supported as on appropriate bearing sleeves 55 inside hub members51 of the drum structure. At opposite ends of the hub portions 51 arerings 58, which may be pinned to the shaft and operatively abutrespective hub members 51 to secure the drum against endwise movement onthe shaft. The Vend of the drum adjacent the worm gearing is open, andhas formed in it a plurality of jaw type, heavy plain-faced clutch teeth58 adapted to be engaged by a complementary set of jaw type teeth 68 ona sliding clutch 5|, keyed to the drum driving shaft 20, as by the keyshown at 62. The sets of clutch teeth are normally held in mesh witheach other by a lever mechanism, including yoke arms 53 on a cross-shaft84, secured in suitable brackets extending from' the detachable wallmember 8| of the worm gear housing. Pins on the yoke arms 63 engage agroove 65 in the sleeve 5| in the usual manner.

At the outer end of the shaft 64, as. shown particularly in Fig. 2, isan alrm 66, connected as at 61 with an operating rod 68, which extendsthrough an enlarged opening in one of the anges of the worm gear housing2 to the driven element of a motor device 69, adapted to be operated byfluid pressure or pneumatically, as by engine vacuum.

The driven element of the motor device 69 is shown in broken lines vat10, as being a diaphragm. A coil spring 1| on the rod may engage anadjustable abutment ,12 (a nut, as shown) on the rod at one end, and oneof the flanges of the housing 2| at the other. The spring normallymaintains the rod 68 in a position to hold the clutch teeth 58 and 60 inmesh. Opposite motion of the rod 68 to disconnect the teeth can beaccomplished by vacuum through line 11-18, Fig. l, in which there is acontrol valve 13, within reach of the driver or operator, as on the dashor instrument panel in the cab. The portion 11 of the vacuum line may beconnected with the intake manifold of the motor, and the portion 18 withthe device 69 in a manner to pull the diaphragm 10 against the action ofthe spring and release the clutch whenever the valve 13 is opened.

Assuming that the vehicle is suitably blocked against movement, that theengine is in operation, that the main transmission 2 is in a neutral ornon-driving position. and' that the auxiliary transmission 40 isadjusted to deliver power to the worm gear mechanism and the drum thencontinued operation of the engine will wind the cable onto the drum tolift a load. Reverslng the drive by actuation of the auxiliary powertake-oil! transmissionv lever 4| lowers the load into position. When theload has been released, the operator in the cab releases the controlvalve 13 of the vacuum system, thus actuating the diaphragm to releasethe clutch teeth 59 and 5||A from engagement and freeing the drum forrotation on its bearings 56.` To prevent overrunning of the drum I whenunreeling cable, as by hand, the clutch release mechanism has anautomatic adjustable brake for the drum connected therewith and' shownas a flat shoe 80, Figs. 3 and 4, with friction material thereon at 8|,adapted to bear against the near smooth face' 88 of the drum. The shoe88 may havea pin and slot connection B5 with the lower ends of two arms88, which, in turn are connected with the clutch shifter arms 63, sothat whenever the shifter arms are moved by the fluid pressureoperateddevice 58 to disconnect the dental clutch 59-60, the friction shoe 8| lsmaintained by said device 'ln forcible contact with the drum, therebychecking free movement of it in either direction.

In order to maintain the shoe against the surface 83 of the winding drumwhen the dental clutch is engaged, and the arms 88 are moved away fromsaid surface 83, we have provided a yleldable member, in the form of aleaf spring 81 (see Fig. '1) which may be connected to the shoe, as at88, and which has its free ends 88 bearing outwardly on the arms 86.Operating pressure on the shoe Bil-8| on the drum may be adjusted to theoperators desire, by movement of the nut 12 (Fig. 2) toward or fromthe'sprlng 1| on the operating rod 58. The force applied by the frictionbrake SI1-3| may be adjusted so as to permit pulling out of the cable I2manually for the purpose of securing the cable to a new load.

As heretofore mentioned, one of the features of the present invention isthe arrangement whereby an inadvertent actuation of the automotiveclutch, or the shifting or inadvertent displacement of the auxiliarytransmission, will not result in the lowering or dropping of a load.'I'his provides a hoist equipped motor vehicle which may be safelyoperated by vehicle operators who are unskilled in the operation -ofordinary hoisting mechanisms. Such feature is accomplished in thepresent invention by locking the cable winding drum -to its drivingmechanism and incorporating antiis a load If at such times, either thethe worm 47 and thereby prevents the load from falling.

As shown, the automatic worm brake comprises a drum 90 secured, as by akey 9| and nut 92, to one reduced extremity of the worm shaft onopposite sides of the drum are a pair of bent arms 94, the left handends of which, asv illustrated in Fig. 6, are connected to a. brakeshoe95, as by a pivot pin '96. A coil spring 91 connected to the outerends The righ-t hand ends of the bent arms 94 are pivotally secured asat -90 to a lever 99, which has its lower end pivoted at to the housing.The lever 99 has an upwardly extending arm |0|, against which a coilspring |02 on an adjustable rod |03 acts to move the arms 94 in adirection to seat the shoe 95 againstthe drum. The effective force ofthe spring |02 may be adjustably controlled by an externally positionednut |05, which is threaded to the rod |03. It will be noted that thepivotal connections 96 and 98 are in a plane sumciently above the drumaxis so that in the normal rotation of the drum, indicated by an arrowthereon in Fig. 6, the brake has no appreciable retarding inuence uponthe worm However, the pivots 96 and 98 are su-iciently close toalignment with the drum axis', that upon attempted reversal of the wormand drum 90, the shoe is self-energized to grip the drum tightly andprevent reverse rotation of the worm.

When a load is to be lowered by power voperation of the winding drum ina reverse direction the brake may be released. In order to drive theworm in winding-drum-reversing direction, the arms 94 and the brake shoe95 are moved bodily upwardly away from the drum 90 by movement of theshifting lever 4 I. As shown, a exible cable connects the control lever`4| to the arms 94. The arrangement is such that whenever the lever ismoved to reverse drive position .the arms 94 will be moved in aclockwise direction (as viewed in Fig. 6) about their pivot 98 therebymoving the brake shoe out of contact with the drum 90.

The end of the Worm-shaft opposite the brake nechanism may have asplined connection at with the universal `joint 44, and the brakehousing may be secured to the worm gear housing 2| by cap screws |3|, sothat when the cap 55 is removed (permitting access to the screws |3|),the reverse-preventing drum mechanism and the worm-shaft can be removedfrom the housing as a unit for inspection or repair. The worm can alsobe removed from the opposite side of .the housing, upon removal of thecap 5|, the plate 55 and the nut 92.

It will be seen that the mechanism described accomplishes the objectsheretofore outlined, and has the desirable features referred to in theopening paragraph.

We claim:

engagement of the clutch for Yresisting rotation of the drum.

2. In combination, a motor vehicle having an engine, a winch mechanismcarried by the veand automatically 3. In a winch equipped motor vehiclehaving an engine, a drivers cab, a cable-winding mechn anism mounted ingto prevent movement of the winding mechanism in a reverse direction,consequent upon inadvertent operation of said clutch control while aload is applied to the drum, and means to render said meansautomatically inactive when the manual control is moved to a. reversedriving Position.

4. In a winch equipped motor vehicle having propelling wheels, a

speed transmission disposed between the engine and the propellingwheels, a manually releasable normally active driving clutch disposedbetween the engine and said transmission, said clutch operable from thevehicle cab, an auxiliary transmission including mechanism disposedlbetween said first-named transmission and the cable-winding mechanism,a manual control operable from the vehicle cab to position .theauxiliary transmission to a rereverse direction. and a connectionbetween said means and the auxiliary transmission control to render saidmeans inactive when the control is moved to a reverse driving position.

5. In combination, a motor vehicle having a drivers cab and an internalcombustion motor, a Winch mechanism including a winding drum, a speedlreduction device and a suction operated device all mounted together asa. unitary structure, a driving connection between said speed reductiondevice and said motor, said suction op-l erated device being operable bythe suction of the motor to disconnect said winding drum from said speedreduction device, a. brake automatically actuated upon disconnection ofsaid winding drum from said speed reduction device for resisting therotation of the drum, and a membei' Within the drive rs cab forcontrolling application of the suction to said suction operated device.

NEIL P. LARSEN. IERMAN J TROCHE.

